JPH03276856A - Turning motion controller for vehicle - Google Patents

Abstract

PURPOSE:To enable it to secure high responsiveness even in the case of sudden steering input by varying each wheel braking force between both turning inner and outer sides at time of turning and generating a yaw rate, while constituting it to determine the braking force difference according to even steering speed. CONSTITUTION:In this controller, there are provided a turning state detecting means A detecting a car turning state and a steering speed detecting means B detecting a steering speed, and each output signal out of these detecting means is inputted into a wheel braking force setting means C. In response to each signal out of these detecting means A, B, each wheel braking force is varied between both turning inner and outer sides so as to produce a yaw rate in the vehicle according to a turning state at time of car turning, while the braking force difference is made so as to be set according to the steering speed. With this constitution, the braking force difference comes to be determined in consideration of even the steering speed, so that in regard with yaw rate, using a suchlike braking force difference, such conformed to the turning state and the steering speed can be generated, thus the extent of responsiveness is enhanced and, what is more, a driver's steering feeling is improved.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a turning behavior control device for a vehicle, and particularly to a device for controlling vehicle behavior during turning using braking.

(Prior Art) As a device for controlling braking force during turning braking of a vehicle, there is a device as described in Japanese Utility Model Application Publication No. 59-155264.

In this system, the timing to apply the brakes on the outer wheels is delayed compared to that on the inner wheels, and when a turning angle of the steering wheel exceeding a certain level is detected during braking, the control means applies the brakes on the wheels located on the outside of the turn. Control to delay the timing.

According to this method, it is possible to delay the rise in the upper limit of the hydraulic pressure of the wheels on the outer side in the turning direction, that is, the increase in the brake hydraulic pressure, in accordance with the steering angle, and to generate a difference in braking force for obtaining initial turning performance.

(Problem B to be solved by the invention) However, when aiming to improve turning performance by generating a yaw moment by the difference in braking force between the inner and outer wheels in order to correct the understeer tendency, the difference in braking force is determined by the amount of steering, etc. When uniformly determining and controlling only the turning state, the driver's intention cannot be sufficiently reflected in the control during the transition period when the steering amount is changing. If control is performed only by the steering angle as in the above-mentioned publication, there is no difference in the generated yaw rate due to the difference in braking force between when the steering is held and when the steering is being held, and control suitable for each case cannot be expected. Further, for example, the rise of the yaw rate is delayed in response to a sudden steering input by the driver, and in this case, the vehicle motion is accompanied by a response delay, so that a sufficient response to fast steering cannot be expected.

SUMMARY OF THE INVENTION An object of the present invention is to provide a turning behavior control device for a vehicle that has excellent responsiveness and can perform appropriate behavior control even during a transitional period when the amount of steering is changing.

(Means for Solving the Problems) For this purpose, the turning behavior control device of the present invention, as conceptually shown in FIG. 1, comprises turning state detection means for detecting the turning state of the vehicle, and steering speed for detecting the steering speed. detecting means, and in response to signals from these means, differing wheel braking forces between the inside and outside of the turning direction so as to generate a yaw rate in the vehicle according to the turning state when the vehicle turns, and a braking force difference according to the steering speed. and wheel braking force setting means for setting.

(Function) When the vehicle is turning, the wheel braking force setting means adjusts the braking force to the vehicle according to the turning state in response to signals from the turning state detecting means and the steering speed detecting means, which respectively detect the turning state and steering speed of the vehicle. In order to generate a yaw rate, the braking force of the wheels is varied between the inner and outer sides of the turning direction, and the difference in braking force is made to correspond to the steering speed.

As a result, the braking force difference is determined in consideration of the steering speed, and the yaw rate can be generated in accordance with the turning state and the steering speed by using the braking force difference. Control that takes steering speed into consideration enables appropriate vehicle behavior during the transition period when the amount of steering is changing, increases responsiveness, and contributes to improving the driver's steering feeling.

(Example) Hereinafter, embodiments of the present invention will be described in detail based on the drawings.

FIG. 2 shows the configuration of an embodiment of the turning behavior control device of the present invention.

In FIG. 2, IL and IR indicate left and right front wheels, 2L and 2R indicate left and right rear wheels, 3 indicates a brake pedal, and 4 indicates a tandem master cylinder, respectively. Each wheel IL, IR, 2L, 2R is equipped with a wheel cylinder 5L, SR, 6L, 6R,
When these wheel cylinders are supplied with hydraulic pressure from the master cylinder 4, each wheel is individually braked.

Here, to explain the brake fluid main system, the front wheel brake system 7F from the master cylinder 4 is connected to the pressure response switching valve 8F.
, the output chamber 9a of the pilot cylinder 9F.

Pipe line 10F, IIF, 12F, hydraulic control valve 13F
, 14F to left and right front wheel cylinders 5L, 5
R, and the rear wheel brake system 7R from the master cylinder 4 is connected to the pressure response switching valve 8R and the pilot cylinder 9.
R output chamber 9a, pipes 10R, IIR, 12R, and hydraulic control valves 13R, 14R to the left and right rear wheel cylinders 6.
L, lead to 6R.

In relation to the input chambers 9b of the pilot cylinders 9F and 9R, the pump 15, the reservoir 16 and the accumulator 17
An automatic brake hydraulic pressure source including a hydraulic pressure source is provided, and an electromagnetic switching valve 18 is inserted between this and the pilot cylinder input chamber 9b. This valve 18 normally operates in the pilot cylinder input chamber 9b.
The virofft cylinders 9F and 9R are placed in the non-operating position shown in the figure by communicating with the reservoir 16, and when ON, the pilot cylinder input chamber 9b is communicated with the accumulator 17, which is maintained at a constant pressure by appropriate driving of the pump 15, and the future liquid is The pressure causes the pistons 9C of the biloft cylinders 9F and 9R to stroke against the built-in spring 9d, and the output chamber 9a
The liquid inside is to be discharged.

In addition, the pressure responsive switching valves 8F and 8R open the corresponding systems 7F and 7R as shown in the figure in normal conditions, and when the electromagnetic switching valve 18 is turned on and the viroft cylinders 9F and 9R are operated, the pressure thereon switches them. , systems 7F and 7R will be in a state where they are checked (blocking the liquid flow toward the master cylinder 4).

The electromagnetic switching valve 18 is controlled by a current i flowing to the solenoid of the valve, which is output as a control signal from a controller (to be described later), and when the current i is OA (including during the footbrake), Switching valve 18 is OFF
(ie, normal state), the current i is assumed to be ON when it is 2A. Furthermore, when it is ON, as mentioned above, system 7F,
7R is checked and the liquid in the output chambers 9a of the pilot cylinders 9F and 9R is discharged, resulting in the pipes 10F and I
In the system after the OR, the hydraulic pressure is increased based on the automatic brake hydraulic pressure source without depending on the depression of the brake pedal 3, and therefore the wheels IL, IR, 2L, and 2R are controlled by their respective hydraulic pressure control valves 13F. , 14F, 13R, and 14R, braking is automatically performed for the wheels corresponding to the wheels to be controlled (automatic braking).

The hydraulic pressure control valves 13F, 14F, 13R, 14R are connected to the wheel cylinders 5L, 5R, 6L of the corresponding wheels, respectively.
, the brake fluid pressure toward 6R is individually controlled for anti-skid and turning behavior control of the present invention,
When OFF, the brake fluid pressure is in the pressure increasing position shown in the figure and increases toward the source pressure. When the first stage is ON, the brake fluid pressure is in the holding position where it does not increase or decrease. When the second stage is ON, the brake fluid pressure is partially stored in the reservoir. It is assumed that the pressure is reduced by releasing to 19F and 19R.

The control of these hydraulic pressure control valves is also carried out by a current (control valve drive current) 1 from the controller to the solenoid of the corresponding valve, which will be described later.
1 to i4, when the currents i, to i4 are OA, the pressure increase position is set, when the currents 11 to i4 are 2, the pressure holding position is set, and when the current iI-j4 is 5A, the pressure reduction position is set. shall be taken as a thing.

The brake fluid in the reservoirs 19F and 19R is pumped by the pumps 20F and 2OR, which are driven during pressure retention and pressure reduction.
This is returned to the conduit 10F and IOR, and similar accumulators 21F and 21R are connected and provided to these conduits as well. The accumulators 21F and 21R accumulate hydraulic pressure due to the stroke of the piston 9C of the pilot cylinder during automatic braking.

The hydraulic pressure control valves 13F, 14F, 13R, 14R and the electromagnetic switching valve 18 are turned on and off by the controller 22, respectively.
This controller 22 receives a signal from a steering angle sensor 23 that detects the steering angle θ, a signal from a brake switch 24 that is turned ON when the brake pedal 3 is depressed, and the rotation of wheels IL, IR, 2L, and 2R. Signals from wheel speed sensors 25 to 28 that detect circumferential velocities VWI to VW4, and lateral acceleration sensors that detect lateral acceleration g of the vehicle body (
The signals from the lateral G sensor) 29 are respectively input. Signals from wheel speed sensors are used for anti-skid and traction control. For traction control, it is assumed that a control signal is sent from the controller 22 to the engine power regulator.

The controller 22 also includes a wheel cylinder 5L for each wheel.
Signals from hydraulic pressure sensors 31R, 31L, 32L, and 32R that detect hydraulic pressures P, -P4 of 5R, 6L, and 6R are input.

The output of the hydraulic pressure sensor for each wheel is determined by setting a target value for the wheel cylinder hydraulic pressure so that the deviation between the target value and the actual wheel cylinder hydraulic pressure becomes zero (that is, adjusting the wheel cylinder hydraulic pressure to that target value). It is used as a control signal when performing feedbank control of brake fluid pressure (so as to match the brake fluid pressure).

In the above embodiment system, during normal braking, braking is performed as follows.

When the brake pedal 3 is depressed during normal braking, the controller 22 receives a signal from the brake switch 24, which closes in response, and turns the electromagnetic switching valve 18 to 0FF (is=o).
Leave as is. As a result, pilot cylinder 9F,
9R connects the input chamber 9b to the reservoir 16 and maintains the position shown in the figure, the pressure response switching valves 8F and 8R also maintain the position shown in the figure, and the front and rear wheel brake systems 7F and 7R are opened. Further, the controller 22 controls the wheels IL and IR.

Hydraulic pressure control valve 1 unless brake lock occurs in 2L and 2R.
3F 14F 13R14R OFF (L~14
=O) and keep it in the state shown.

Therefore, the same hydraulic pressure (master cylinder hydraulic pressure) that is simultaneously output from the master cylinder 4 to the front and rear wheel brake systems 7F and 7R when the brake pedal 3 is depressed is applied to the pressure response switching valves 8F and 8R, and the pilot cylinder 9F, respectively.
It passes through the output chamber 9a of 9R, the conduit 10F, the IOR, and the hydraulic pressure control valves 13F, 14F, 13R, 14R, and is applied as brake fluid pressure to the wheel cylinders 5L, 5R, 6L,
Each wheel IL, IR, 2L, and 2R up to 6R is braked individually.

During this time, the controller 22 calculates a pseudo vehicle speed by a well-known calculation from the rotation circumferential speed (wheel speed) VWI to Vl114 of the wheels IL, IR, 2L, and 2R detected by the sensors 25 to 28, and calculates each pseudo vehicle speed from this and the individual wheel speed. Calculate the braking slip rate of the wheels. Then, the controller 22 determines the brake lock of each wheel from this slip ratio, and when the brake is about to lock, the hydraulic pressure control valves 13F and 14F of the corresponding wheel are activated.

By increasing 13R or 14R by one step to the pressure holding position, the brake fluid pressure of the corresponding wheel is prevented from increasing further. If brake cock occurs despite this,
The controller 22 turns on the hydraulic pressure control valve of the corresponding wheel in two steps.
By setting the brake fluid to the reduced pressure position, the brake fluid pressure of the relevant wheel is lowered to prevent brake lock. As a result, when the corresponding wheel starts to recover its rotation (spinnerve), the controller 22 sets the hydraulic pressure control valve of the corresponding wheel to the pressure holding position and stops any further decrease in the brake hydraulic pressure. Then, as the rotation of the wheel is restored, the controller 22 turns off the hydraulic pressure control valve of the corresponding wheel to the pressure increasing position, thereby increasing the brake hydraulic pressure toward the master cylinder hydraulic pressure. By repeating the above skid cycle, the brake fluid pressure of each wheel is controlled to a value that achieves maximum braking efficiency, and normal anti-skid control is performed.

FIG. 3 is a control program showing an example of the main turning behavior control (turning behavior control 'a during foot braking) including braking force difference correction processing according to the steering speed executed by the controller 22. This process is performed by an operating system (not shown) using a regular interrupt every certain period of time Δ.

First, in step 101, the steering angle θ of the steering wheel is read from the signal of the steering angle sensor 23, and the steering speed θ is also read. In this example, the steering speed θ is obtained by calculation according to the following formula, that is, the difference (Δ) between the current steering angle θ and the previous steering angle θ (OLD)
is the amount of change in steering angle over time) and read this as the steering speed θ. Note that the steering speed θ may be detected by other methods.

In the next step 102, the brake switch 24 is turned on.
Based on whether or not the brake pedal 3 is being depressed by the driver, it is determined whether or not the brake pedal 3 is being depressed by the driver. If the result is NO, that is, if the brake pedal 3 is not depressed, the main turning behavior control is not necessary in this program example, so the process proceeds to step 106 and sets ΔP as the brake fluid pressure difference command value to be described later. Set to 0. In this case, step 10
4. The program ends through step 105, but each hydraulic pressure control valve drive current 11 to i4 remains at OA, and each hydraulic pressure control valve maintains its normal OFF position as shown in FIG. 1.

On the other hand, if the answer to step 102 is Yes, the brake pedal 3
If it is determined that the driver has stepped down, the process proceeds to step 103 and subsequent steps to perform the turning behavior control that the present invention aims at.

That is, a difference is created between the left and right braking forces of the front and/or rear wheels depending on the turning state and steering speed, so that the braking force of the outer wheel in the turning direction is lower than the braking force of the inner wheel in the turning direction. Executes processing to control the

In step 103, the brake fluid pressure difference ΔP between the inner and outer wheels in the turning direction is determined according to the magnitude of the steering angle θ, and the braking force difference is corrected according to the steering speed θ based on this fluid pressure difference ΔP. After correction, a ΔP value as a final brake fluid pressure difference command value is calculated. FIG. 4 shows an example of the characteristics for calculating the hydraulic pressure difference ΔP1 to be set according to the steering angle θ, and the hydraulic pressure difference Δp increases as the steering angle θ becomes larger in the range where the steering angle θ is a predetermined value 01 or more. The value is set to be . Further, FIG. 5 shows an example of the characteristics of the correction coefficient used for the above correction. The correction coefficient is a coefficient that is multiplied by the ΔP1 value in order to adjust the control gain according to the steering speed θ.The correction coefficient is a coefficient that is multiplied by the ΔP1 value in order to adjust the control gain according to the steering speed θ. speed θ
The characteristics shown in FIG. 5 are set correspondingly.

If the steering speed θ is O, this means that even if the steering state is such that the steering angle θ is θ<θ1, the steering is held while the driver is not changing the amount of steering. Here, in the data example of FIG. 5, the correction coefficient 1 is set to a value in the range up to a predetermined lower limit value of 1.0 or less depending on the steering speed θ. During a turning transition period in which the steering angle or steering amount is changing, but the degree of change is low, the brake fluid pressure difference is made small in order to reduce the generated yaw rate compared to during sudden steering; In order to obtain a larger yaw rate during sudden maneuvers that require quick start-up and highly responsive turning,
When the value approaches 1.0, the brake fluid pressure difference (therefore, the braking force difference) becomes large.

In the case of the data table examples shown in FIGS. 4 and 5, when the steering speed θ is a predetermined value (wax), the coefficient 1 is the value 1.
0, and the hydraulic pressure difference ΔP found in FIG.

Therefore, in this example, the data in FIG. 4 showing the set ΔP1 value for the steering angle θ is set as the reference (correction target) for sudden steering; For example, the correction coefficient may be used for slow steering (in this case, a coefficient exceeding 1 may be applied as a correction coefficient so that more yaw occurs during sudden steering).

Therefore, in step 103', the brake fluid pressure difference ΔP is determined from the above relationship based on the steering angle θ and the steering speed θ at the time of execution of the step, and at the same time, the correction coefficient is
are determined, and using these, the actual brake fluid pressure difference ΔP between the inner and outer wheels is calculated and determined according to the following formula.

ΔP=to, ×ΔPI −−−−(2)
Next, in steps 104 and 105, using the hydraulic pressure difference ΔP determined above, brake hydraulic pressure Pj (j
= 1 to 4), and looks up and outputs the corresponding hydraulic control valve drive current i. In order to achieve the determined hydraulic pressure difference, for example, the outer wheel IR in the turning direction is adjusted so that a hydraulic pressure difference ΔP occurs between the inner and outer wheels.

Lower the hydraulic pressure P2+pa (when turning left) or pHpal (when turning right) of 2R (when turning left) or IL, 2L (when turning right). In this case, in this embodiment, each wheel is provided with hydraulic pressure sensors 31L, 31R, 32L, and 32R, so if the turning direction is determined based on the sign of the steering angle θ signal, for example, if it is determined to be a left turn, For example, the set brake fluid pressure P2 for the front wheel IR on the outside in the turning direction and the set brake fluid pressure P4 for the rear wheel 2R can be determined in the following manner, and feedback control can be performed so that they respectively match their target values. .

h=P+−ΔP −−−−(3) P4
= PI-ΔP --- (4) Here, the first term on the right side in each of the above equations is the inner front wheel IL.
and the actual hydraulic pressure in the wheel cylinders 5L and 6L based on the brake pedal depression force of the rear wheel 2L, that is, the hydraulic pressure sensor 3.
This is the brake fluid pressure detected by 1L and 32L.

In this example, based on this, the hydraulic pressure on the outer ring side is set to be lower by 62 minutes. Thus, the braking force of the inner wheels IL and 2L should be left to the brake pedal depression force (those hydraulic pressure control valves 13F and 13
The driving current i++ i of R is kept at OA, while the braking force of the outer wheels IR and 2R is limited, that is, the brake fluid pressure is set according to equations (3) and (4) above. In order to operate the hydraulic pressure control valves 14F and 14R, the pattern of the drive current iZ+i4 (ON-OFF pattern of the control valves) may be determined and output.

With the above control, when braking is performed by depressing the brake pedal 3, the braking force of the outer wheel in the turning direction is made smaller than the value corresponding to the depressing force of the brake pedal 3, which causes the vehicle to generate a yaw rate and the vehicle to move in the turning direction. Turning is facilitated by receiving a yaw moment, but in this case, as in equation (2) above, the hydraulic pressure difference ΔP, which corresponds to the steering angle θ, is multiplied by the correction coefficient, resulting in a large pressure difference during sudden steering. So that
That is, correction is performed so that the braking force difference increases and the yaw moment increases.

When the braking force difference is determined only by the steering amount, the driver's intention is not reflected and the control gain may be insufficient (or excessive).In contrast, in this embodiment, the control gain is also determined based on the steering speed θ. As a result, the braking force difference is generated by making the braking force of the outer wheel in the turning direction smaller than the braking force of the inner wheel according to the magnitude of the steering angle θ and the steering speed θ. The braking force difference is set appropriately, and transient control is also possible. The steering speed θ reflects what kind of turn the driver intends to make, and the larger θ is, the faster the driver wants to operate the vehicle. The system responds well to the driver's intentions, with little response delay, quick start-up, agile vehicle behavior, and high responsiveness to fast steering operations.

This eliminates the problem of poor turning performance and poor steering effectiveness that generally occur during braking (even though the steering wheel is turned, the vehicle's trajectory tends to swell outward in the direction of the turn) without causing a lack of retrospective performance. In addition, it is possible to avoid the situation where there is no difference in the generated yaw rate between when the steering wheel is held and when the steering wheel is being steered, and there is no sufficient effect, and appropriate control can be achieved even during the transitional period when the steering amount is changing. Ru.

In addition, although the brake fluid pressure difference ΔP was corrected and determined by the correction coefficient according to the steering speed in the above, the fluid pressure difference may be changed in addition to this according to the vehicle speed.

The vehicle speed is obtained by a vehicle speed detection means such as estimating the vehicle speed from the rotational speed of the driven wheels, and in the process at step 103 in FIG. 3, a correction coefficient K depending on the vehicle speed as shown in FIG. 6 is determined.
By additionally applying g and determining the brake fluid pressure difference ΔP by calculating ΔP=+xKz×ΔP, fine-grained control is possible.

In addition, the steering angle θ was used to detect the turning state, but
The lateral acceleration, yaw rate, etc. detected by the sensor 29 may be used instead of or in addition to the steering angle θ.

FIG. 7 is a control program showing another example of the present invention. Whereas the previous program was a system that controlled only when the brake pedal was depressed, it is also possible to control turning behavior when the foot brake is not applied. This is what I did.

The processing in steps 101 to 105b is performed in step 1 of FIG.
This is similar to cases 01 to 105, but step 1
If it is determined in step 02 that the brake pedal 3 is not depressed, the automatic brake is turned on in step 106a.
Determine whether the timing is right. This can be determined, for example, by checking whether the vehicle is in a predetermined turning state.

If the answer to step 106a is Yes, step 10
6b, in order to perform braking by the automatic brake hydraulic pressure source, the state of 1s = 2A, that is, the current is switched to turn ON the switching valve 18, and in the next step 106C, as in step 103, the current shown in FIG. The fluid pressure difference ΔP calculation process is executed based on FIG. Therefore, for example, the brake fluid pressure Pin of the inner wheel in the turning direction (Pl, P3 when turning left, PZ + P4 when turning right) is set to the above ΔP value using the steering knob 106d, and the brake fluid pressure Pin of the inner wheel in the turning direction is set to the above ΔP value. Brake fluid pressure P
. Set this to 0 for uL, step 105a
, 105b is executed to terminate this program. In this case, the control valve drive current 11+13 (when turning left) or 12+i4 (when turning right) corresponding to the inner wheel in the turning direction is determined by the automatic braking system, which directs the wheel cylinder hydraulic pressure of the corresponding wheel to the main pressure. The pattern (control valve ON-OFF pattern) is set to operate the corresponding control valve so that the above-mentioned ΔP value is achieved when the wheel rises. is set to 2A, and the pressure is switched to the holding position and held.

In this way, each current 11"""14+is is set and output to operate the electromagnetic switching valve 18 and hydraulic pressure control valves 13F and 14F.
, 1313R and 14R, the automatic brake system is activated, and the brake fluid pressure of the inner wheel in the turning direction is controlled to the ΔP value, while the brake fluid pressure of the outer wheel is prevented from increasing. It is possible to automatically generate a braking force difference between the two to generate a yaw rate, and it is also possible to make the braking force difference appropriate depending on the steering speed at that time.

If the answer to step 106a is NO, ΔP is set to 0 in step 106e, and the automatic brake system is also left inactive.

As described above, this control is applied even when braking is not applied (non-foot braking), that is, automatic braking is applied when turning, and in this case, the inner wheels are controlled so that a difference in braking force is generated depending on the magnitude of the steering speed. Control may be performed to increase the brake fluid pressure.

In each of the above-mentioned sides, both the front wheels and the rear wheels are controlled, but the braking force difference may be generated between the inner and outer wheels by controlling only the front wheels or only the rear wheels. Also, the fluid pressure difference ΔP
may be a function of time, for example, after being determined -1, it gradually decreases as time passes, and after a predetermined time ΔP=O
You may make it so that Furthermore, in order to provide a difference in braking force, a hydraulic pressure sensor was used and its detected value was used to control the brake hydraulic pressure of the wheels.
If you make the OFF operation correspond to the hydraulic pressure value,
In other words, if the control mode does not perform feedback control,
This turning behavior control does not require a hydraulic sensor, and the ON
If a proportional valve is used instead of a -OFF type control valve, the hydraulic pressure is determined by the current command, so a hydraulic pressure sensor is not necessary in this case as well, and such a configuration may be used.

(Effects of the Invention) As described above, the turning behavior control device of the present invention generates a yaw rate by varying the wheel braking force between the inner and outer sides of the turning direction when turning, and also determines the difference in braking force according to the steering speed. Because of this configuration, it is possible to perform appropriate transient control that corresponds not only to the turning state but also to the steering speed, making it possible to perform control that more closely reflects the driver's steering intention, even in the case of sudden steering input. High responsiveness can be obtained and the driver's steering feeling can be improved.

[Brief explanation of the drawing]

Fig. 1 is a conceptual diagram of the turning behavior control device of the present invention, Fig. 2 is a system diagram showing an embodiment of the turning behavior control device of the present invention, and Fig. 3 is a flowchart showing an example of a control program of the controller on the same side. , Fig. 4 is a diagram showing an example of the characteristics for setting the brake fluid pressure difference ΔP1 according to the steering angle applied in the same program, and Fig. 5 is a diagram showing an example of the characteristics for the correction coefficient depending on the steering speed. , FIG. 6 is a diagram showing an example of the characteristics of a correction coefficient of 2 depending on the vehicle speed, and FIG. 7 is a flowchart showing another example of the control program of the controller. IL, IR...Front wheel 2L, 2R...Rear wheel 3...Brake pedal 4...Tandem master cylinder 5L, 5R, 6L, 6R...Wheel cylinder 7
F...Front wheel brake system 7R...Rear wheel brake system 8F, 8R...Pressure response switching valve 9F, 9R...Pilot cylinder 10F, IO
R, IIF, IIR, 12F, 12R...Pipe 1
3F, 13R, 14F, 14R-...hydraulic pressure control valve 1
5, 20F, 20R...Pump 16 19F, 19R...Reservoir 17, 21F,
21R...Accumulator 18...TVL switching valve 22...Controller 23...Steering angle sensor 24...Brake switch 25, 26.27.28...Wheel speed sensor 29...
Lateral acceleration sensor 31L, 31R, 32L, 32R... Hydraulic pressure sensor Figure 3 θf

Claims (1)

[Scope of Claims] 1. Turning state detection means for detecting the turning state of the vehicle; Steering speed detection means for detecting the steering speed; In response to signals from these means, the vehicle Turning of a vehicle characterized by comprising: a wheel braking force setting means for differentiating the wheel braking force between the inner and outer sides of the turning direction so as to generate a yaw rate at the same time, and setting the braking force difference according to the steering speed. Behavior control device.